EP2356352A1

EP2356352A1 - Automated multi-group transmission of a motor vehicle and method for operating an automated multi-group transmission

Info

Publication number: EP2356352A1
Application number: EP09784021A
Authority: EP
Inventors: Rayk Hoffmann
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2008-12-10
Filing date: 2009-10-15
Publication date: 2011-08-17
Anticipated expiration: 2029-10-15
Also published as: DE102008054477A1; CN102197242A; US20110259147A1; WO2010066489A1; EP2356352B1; US8561493B2

Abstract

The invention relates to an automated multi-group transmission of a motor vehicle and a method for the operation thereof, comprising at least two gearbox groups (2, 2', 3) arranged successively in the power flow in a drive train, a clutch device (9, 9') comprising at least one starting clutch (11) via which a connection between a drive shaft (5) of a drive engine and a transmission input shaft (6) associated to a first gearbox group (2, 2') can be established, a switching device (16) by means of which a connection between the transmission input shaft (6) and a transmission main shaft (7) associated to a second gearbox group (3) can be established, wherein the transmission main shaft (7) is designed as a transmission output shaft or is at least effectively connected to a transmission output shaft (8), and means via which tractive power-supported gear shifts can be carried out. The invention provides that the first gearbox group (2, 2') is designed as a splitter gearbox with at least three input constants (K0, K1, K2), wherein a first input constant (K0) on the engine side can be switched by means of a power-shift transmission (12, 12') that bridges the starting clutch (11).

Description

AUTOMATED MULTI-GROUP GEARBOX OF A MOTOR VEHICLE AND METHOD FOR OPERATING AN AUTOMATED MULTI-GROUP GEARBOX

The invention relates to an automated multi-group transmission of a motor vehicle and a method for operating such a multi-group transmission according to the preamble of patent claim 1 or the preamble of claim 11.

Multi-group transmissions consist of two or more mostly serially arranged transmissions, through the combination of which a high gear ratio can be realized. Increasingly, they are designed as automated manual transmissions, for example consisting of an input group, a main group and a Nachschaitgruppe. Such transmissions are particularly useful in commercial vehicles because they allow a large number of gears with a fine gear ratio and have a high efficiency. In addition, they are characterized in comparison to manual transmissions by a high ease of use without the risk of operating errors, and they are compared to conventional automatic transmissions particularly economical in manufacturing and operating costs.

Due to the design conventional multi-group manual transmissions, such as all non-load switching manual or automated manual transmission, a traction interruption Θangwechsel, since the Kraftfiuss is interrupted by the drive motor by opening a clutch to interpret the gear engaged load-free, by means of engine control, transmission brake and / or Synchronisi ^β approximations to synchronize to a Anschiussdrehzahi of a selected or predetermined target gear and engage the target gear in a neutral position and gear drive motor. The traction interruption creates restrictions on the driving performance due to a loss of speed and possibly an increased fuel consumption. While interruption of traction in passenger cars tends to be detrimental due to losses in driving dynamics, For example, in a sport-oriented driving style, the driving speed can slow down in heavy commercial vehicles on slopes such that an upshift is impossible and it comes to unwanted Rückschaftvorgängen, crawls or even to Anfahrvoηgängen.

The design of the increments of the transmission is basically determined by the maximum torque of the engine and the number of gear ratios. For the drivability of the vehicle in each gear and the switching frequency, however, the power of the vehicle is decisive. Accordingly, the operating points of the internal combustion engine for a certain total vehicle weight are fixed. Since commercial vehicles are often not fully utilized in the field of traffic, ie they are only partially loaded or unloaded, or travel over very long routes very flat routes, the internal combustion engine is often operated with a significant power surplus, which determines the operating point for a particular vehicle. Total weight is owed. This in turn unnecessarily increases fuel consumption.

A reduction of such undesirable power surpluses is possible via a transmission design with a comparatively very fast rear axle ratio. In practice, however, it has been found that with such a gear designed a significantly higher switching frequency arises. This can be very uncomfortable for the driver due to the frequent interruption of traction. In a driving operation with a fully loaded vehicle in which the overdrive is rather not used and a transmission grading with a comparatively very fast Hinterachsübersetzung then rather unfavorable, the resulting traction interruptions can even be perceived as unacceptable. The note ^β iderin has already proposed a number of solutions for automated multi-group transmission, which reduce such tension interruptions or can be completely avoided. In particular, DE are 102006 024370 A1, DE 102 005 046 894 A1 and the unpublished DE 10 2008001 200 called The traction force is based in Wesentli _¬ chen that the construction of an auxiliary transmission enables the connection of a direct gear as an intermediate gear during a gear change. For this purpose, a direct connection of an input shaft with an output shaft is temporarily produced via a power shift clutch, whereby a claw-connected main transmission is load-free, so that designed with closed clutch the loaded original gear load-free, synchronized the gear and a Zieigang can be inserted. The load shaft coupling transmits an engine torque to the transmission output, wherein a released dynamic torque is used at a speed reduction between the original gear and Zieigang to compensate for the traction force largely compensate _¬ ren.

The power-shift clutch may be arranged, for example, as disclosed in DE 102006 024 370 A1, between a two-speed input gearbox and a three-speed main gearbox or between a starting clutch and the input gearbox. In DE 102005046894 A1, a power-shift clutch is arranged within a range transmission, downstream of a main transmission. DE 102008001 200 proposes a generation of double iungsθinrichtung before having a starting clutch for connecting a drive shaft to a transmission input shaft and a power shift clutch for directly connecting the drive shaft to a driven-side transmission main shaft, the Doppeikupplung preferably via a ge _¬ my same actuating device which wahiweise the can bring one or the other of the two clutches or both clutches in an open position or Schlußstelfung operable. Furthermore, WO 2007/009594 A1 discloses an automated multi-group transmission © in countershaft construction designed as a double-clutch transmission. The multi-group transmission comprises a splitter gearbox, to which a main gearbox and possibly a range gearbox are arranged downstream. All non-forward forwards runners in the powerfoot over the same foreheadshaft, A direct drive can alternatively run on another power path in the powerfing. This results in a load switchability of a group of adjacent to the direct gear aisles within the main transmission. Over the Doppelkuppiung an overlapping control of one, depending on the gear change, selected forward gear power path and the direct gear power path is possible. The one clutch controls the one power path, the other clutch controls the other power path, the one clutch is closed and the other clutch is opened, thus two gears can be switched simultaneously in the main transmission. In the temporal overlap during a gear change then runs on the one power path, a decreasing proportion of a transmission input power while on the other power path, an increasing proportion of the transmission input power runs. The gear change can thus be done under load. The load switching capability of the known transmission is based on the use of a Doppelkuppiung.

Against this background, the invention has the object to further improve the known multi-group transmission with iastschaitfählgen gears and the known method for operating such transmissions and fiexibi- tisieren, in particular to achieve a Lastschaitfähigkeit, which does not necessarily use a dual clutch and / or requires an intermediate switching capability.

The solution to this problem arises from the features of the independent claims, while advantageous embodiments and further developments gene of the invention, the respective associated subclaims can be removed.

The invention is based on the finding that a number of gear changes that can be shifted under load can be made possible in an automated group transmission with a synchronized additional input constant independent of the switching state of a starting clutch, which is drivable directly by a drive motor, bypassing the starting clutch.

Accordingly, the invention is based on an automated multi-group transmission of a motor vehicle, with at least two in a drive train in the power flow successively arranged transmission groups, with a clutch device having at least one starting clutch via which a connection between a drive shaft ßfnes drive motor and one, a first transmission group associated Getriebeeingangswelie can be produced, with a shank device, via which a connection between the transmission input shaft and a, a second transmission group associated transmission main shaft can be produced, the Getriβbehauptwelle is formed as a transmission output shaft or is at least wiric- connected to a transmission output shaft, and with Mittein on the traction-assisted gear changes are durchfuhrbar. To achieve the object, the invention also provides that the first transmission group is formed as a Spit transmission with at least three input constants, wherein a first, motor-side input constant by means of the starting clutch bridging power shift clutch is switchable.

The arrangement according to the invention is particularly advantageous in a multi-group transmission, in particular for trucks, buses or special vehicles, applicable, in which three transmission groups with automated transmission control in the power flow are arranged one behind the other, wherein the first Transmission group ais at least a three-speed Spit transmission, the second transmission group ais a multi-speed main gear and the third gear group is formed as a two-speed range transmission. The Spiittergetriebe and the main gearbox can be designed as gearwheel gearboxes in a space-saving Vorgelegebau way.

In this case, the torque flow is preferably guided in parallel via two forward projection channels which are jointly associated with the spinner gear and the main gear, resulting in a balanced load distribution of the gears and gearwheels of the gearbox. The downstream range transmission may be formed in a planetary construction, with, for example, an inner sun gear, a Pianβtenradsatz guided by a planet carrier and an outer ring gear.

In a transmission configuration that provides a particularly high gear ratio with a correspondingly fine gear pitch, as is advantageous for heavy trucks, a three-speed main gearbox with reverse gear can be provided. From the combination of three splitter gears, three main gears and two range gears then arise eighteen forward gears and up to six reverse gears, of which seventeen forward 'and two reverse gears are useful sinnvoli, in this configuration, the second highest gear, so the 1 T.Gang , For example, as a direct gear with the gear ratio i = 1: 1 and the highest gear, so the 18th gear, as an overdrive gear with a particularly fast gear ratio i <1, be formed.

Thus, on the one hand, there is a "super-overdrive" (18th gear) for a less laden vehicle, for example a lorry moving on an empty road on a trunk road, to reduce power surpluses on the internal combustion engine and thus to reduce fuel consumption On the other hand, advantageous Arrest a zugkrafterhaltende load circuit in relevant gears, such as Zughochschaitungen in a direct gear and Zugrückschaitungen from the direct gear, allows for the loaded vehicle voli, creating a high ride comfort is guaranteed.

All three transmission groups are preferably synchronized, i. They have synchronous clutches with corresponding synchronization means as switching devices, wherein according to the invention an additional motor-side input constant can be switched by means of a load switching clutch.

The power-shift clutch can also be designed as a synchronizer clutch in a first, particularly advantageous embodiment of the invention. However, this synchronizer clutch is operatively connected directly to the drive motor via a crankshaft deflection, so that the first input constant can be driven independently of the switching state of the starting clutch. Accordingly, all gears in which the first input constant is connected, driven by the Lastschaitkuppiung. All other gears are driven by the starting clutch.

A particularly compact design gear arrangement with a comparatively small axial Bauiänge is advantageously achieved in that the synchronizer clutch between the first and a second input constant is arranged, and that the synchronizer clutch has a first Schaltete- ment, which via a hollow shaft, through which the transmission input shaft through felt is connected to a drive shaft connected to the input part of the coupling device, and a second, cooperating with the first switching element switching element which is connected to a rotatably mounted on the hollow shaft idler gear of the first input constant. In another embodiment of the invention, the load shaft coupling may be formed as a friction clutch upstream of the first input constant. The power-shift clutch can then, based on known dual-clutch transmission, with a likewise designed as a friction clutch starting clutch a Doppelkuppiung with a common input shaft connected to the drive shaft! form, wherein in the double clutch according to the invention, an output part of the starting clutch is connected to the gear input genie, and a Ausgangsstei! the power-shift clutch is connected to a loose wheel of the first input constant rotatably mounted on the transmission input shaft.

Furthermore, the invention is based on a method for operating an automated Mehrgruppengetriβbβs a motor vehicle, with at least two in a drive train in the power flow successively arranged transmission groups, with a coupling device having at least one starting clutch, via which a connection between a drive shaft of a drive motor and a a gearbox via which a connection between the Getriebeeingangsweile and one, a second transmission group associated Getriebehaupte can be produced, wherein the Getriebehauptwelle is formed as a transmission output shaft or at least with a transmission output shaft Wirkvβrbunden is, and with Means over which traction-assisted gear changes are feasible. The invention provides for solving the problem set out above, that in a zugraftunterstützten gear change, depending on Zughoch- or Zugrückschaltung, the starting clutch is closed or opened while oppositely overlapping the starting clutch bridging LastschaKkuppiung over which a motor-side input constant of the first transmission group is switched , opened or closed. In particular, it can be provided that for carrying out a traction-assisted gear change in a transmission with a three-speed splitter gearbox, a three-speed main gearbox and a two-speed range gearbox,

- the loadshaft clutch for switching the first input constant between an open position and a Schiießsteliung changes,

- the AnfahrkuppEung schiupfend alternates between an open position and a closed position,

a switching device for switching a second and a third input constant between a Schaltsteliung and a neutral position,

- The switching device for establishing a compound of the transmission input shaft remains with the ehetriebehauptwelle in unchanged show position,

- A switching device for switching a 1st gear and a reverse gear of the main transmission remains unchanged in Schaltsteliung, and

- A Schaiteinrichtung for Sereichsumschaitung of the range gearbox in unchanged switching position remains

In addition, it can be provided that for the connection of the non-forward forward gears a power flow connection between the drive shaft and the transmission main shaft is made, which runs over at least one countershaft, while for switching a direct gear on the one hand, the Getriebeein- gangswβlle and the output side Getriebehauptwife on the associated Schaiteinrichtung directly to each other be connected, and on the other hand, the transmission input and the driving torque of the drive motor are connected to each other via the starting clutch.

In the embodiment with a synchronous coupling as load shaft coupling, a power-shiftable upshifting process always starts from a gear in which the additional input constant is switched, that is to say the synchronous clutch. clutch closed and the starting clutch is bridged. The Anfahrkupp- Jung slipping closed when Gangwechsei while the power shift clutch is opened. Furthermore, the synchronous coupling between the middle and the third input constant is switched. All other synchronous clutches remain unchanged in their switching position.

A Juckschaftvorgang can proceed analogously in reverse order. In the case of an additional friction clutch as a power-shift clutch, on the other hand, either the starting clutch or the power-shift clutch can be closed at the beginning, which results in further load-changeable gear changing possibilities.

To illustrate the invention, the description is a drawing attached to two embodiments. In this shows

1 is a transmission diagram of a multi-group transmission of a motor vehicle with a power shift clutch for switching traction-assisted gear change,

FIG. 2 shows a gear change cable part of the transmission of FIG. 1, FIG.

3a shows the torque flow of the transmission of FIG. 1 in a 16th gear,

FIG. 3b shows the torque flow of the transmission of FIG. 1 during a gear change from 16th gear into a 17th gear, which is designed as a direct gear,

3c, the torque flow of the transmission of FIG. 1 in 17th gear, Fig. 4 shows a second Ausführungsfonm a transmission scheme of a multi-Grupp ^β ngetriebes of a motor vehicle with a power shift clutch for shifting zugkraftunterstötztβr gear change, and

5 shows a gear change table of the transmission of FIG. 4.

Accordingly, Fig. 1 shows a countershaft transmission 1, as it may be provided as a multi-group transmission, for example, for a drive train of a Femverkehrs- truck. The wheel set concept according to the invention is fundamentally based on the known ZF-AS Tronic series of the applicant, with two parallel, rotatably mounted Vorgeiegewellen 19, 20 and three successively arranged Gβtriebegruppen 2, 3 and 4,

A first, engine-side transmission section 2 is formed as a splitter transmission, which according to the invention - not two as usual - but three input constants KO, K1, K2 has. A second, middle Getxiebegruppe 3 is designed as a - not as usually jib-switched - but synchronized main gearbox with three forward gears and one reverse gear, a third gear and the third input constant K2 form a common _¬ wheels set. A third, abtriβbseitige transmission group 4 is formed as a planetary gear GPL / GPS, which is switchable between two gear ranges.

The three input constants KO, K1, K2 each have one fixed to the one countershaft 19 fixed gear 22, 25, 28 and a seated on the other countershaft 20 fixed wheel 23, 26, 29. The fixed gear pairs 22-23, 25-28, 28-29 formed therefrom are engaged with a respective idler gear 21, 24, 27. The average input constant K1 and the third, internal input constant K2 are switchable by means of a switching device 15, which acts as a synchronizer clutch S1 with two showings and one newline split is formed. The synchronizer clutch S1 is seated with conventional, displaceable synchronizing and shifting elements on a transmission input shaft 6, so that in a first show position the idler gear 24 of the average input constant K1 and in a second switching position the idler gear 27 of the third input constant K2 rotatably connected to the Getriebeeingangsweile 6 connectable are. In between, the Neutraisteilung is provided.

According to the invention, the additional external input constant KO has a loadshift clutch 12, which is designed as a synchronizer clutch SO with a shift position and a neutral position. The synchronizer clutch SO has a first shifting element 14, which is fixedly connected to an input part 10 of a clutch device 9 via a hollow shaft 45. The idler gear 21 of the input constant KO is rotatably mounted on the hollow shaft 45. The Getriebeeingangsweile 6 is concentrically passed through the Hohiwelie 45 and connected at its motorseϊtigen end with an output part 48 designed as a friction clutch C1 starting clutch 11 of the Kuppiungseinrichtung 9. The input part 10 of the coupling device 9 is in turn connected to a drive shaft 5, in particular a Kurbelweile, a drive motor, not shown, in particular an internal combustion engine. A second shift member 13 corresponding to the first shift member 14 is connected to the idler gear 21 so that the synchronizer clutch SO in a shift connection connects the idler gear 21 to the drive shaft 5 non-positively, i. realized a crankshaft bypass of the coupling device 9 to the input constant KO, and otherwise occupies the neutral pitch.

Between the Spit transmission 2 and the main transmission 3 arranged behind a further, formed as a synchronous clutch S2 switching device 16 is arranged. About this synchronizer clutch S2 is in a first Schaitsteliung the aπfπebssβitige Getriebeeingangsweile 6 with the main transmission 3 associated, output side Getriebehauptwelie 7 connectable, in a second Schaitsteliung the Getriebehauptweile 7 with a Idler gear 30 of a second ^β with SDC triebβganges rotationally connectable test. Furthermore, a Neutraisteilung is provided. About the synchronizer clutch 52, however, no connection between the idler gear 27 of the inner input constant K2 and the transmission main shaft 7 can be produced. The synchronous coupling S2 is thus according to the invention completely decoupled from the adjacent third input constant K2.

The main transmission 3 has three forward gears 1.Gg, 2.Gg ₁ 3.Gg and a reverse R.Gg. The 1st gear and the 2nd gear each include two fixed gears 34, 35 and 31, 32 and one idler gear 33 and 30, respectively. The third gear is implemented together with the third input constant K2 of the splitter gear 2.

The reverse R.Gg includes two fixed wheels 37, 38, a loose wheel 36 and two rotatably mounted intermediate gears 39, 40 for reversing the direction of rotation, on the one hand with the respective associated fixed gear 37 and38 and on the other hand with the idler gear 36. For switching the 1st gear and the reverse R.Gg a switching device 17 is provided with synchronization S3. About this synchronizer clutch S3, the associated idler gears 33 and36 depending on the position rotatably connected to the Getriebehaupttwetie 7 or in a neutral position. The 2nd gear is schaitbar on the synchronous coupling S2. The 3rd gear can be switched via the synchronous coupling S1.

The two countershaft transmission groups 2 and 3, a trained as a planetary gear range transmission 4 is followed. An output-side end of the transmission main shaft 7 is connected to a sun gear 41 for this purpose. Between the central sun gear 41 and an outer ring gear 42, a planetary gear 43 is guided by a planet carrier 44. The planetary gears 43 mesh on the one hand with the sun gear 41 and on the other hand with the outer ring gear 42. The pianet carrier 44 is connected on the output side to a gear drive shaft 8. For switching the range gear 4, a switching device 18, advantageously ausgebiidet as a synchronizer clutch S4 arranged. In a first switching position, the synchronous coupling S4 connects the ring gear 42 to a housing 35 and, in a second shift pitch, the ring gear 42 to the planet carrier 44 or to the output shaft 8. In the first shift pitch, the speed ratio of the transmission output shaft 8 and transmission main shaft 7 corresponds to FIG Translation of the planetary gear, in the second switching position, the range gear 4 is blocked, so translated directly, with.

The combination of the three gear groups 2, 3, 4 results in 3x3x2-18 possible gearshifts for forward gears and 3x1x2 = 6 possible reverse gearshifts, of which 17 forward-shifting powers that are partly power-shiftable and two reverse gears can be used effectively while driving.

The Kraftfiuss the individual gears and the iastschaltbaren gear changes are apparent from the table in Fig. 2, in this table are in the divisions C1 for the starting clutch 11 and Syn 0, Syn 1, Syn 2, Syn 3, Syn 4 for the Synchronkuppiungen SO , S1, S2, S4, the associated switching positions of the constants KO, K1, K2, the gears 1.Gg, 2.Gg and the areas L, H entered with an "X" and the Neutraistellungen with a "0". In the range gearbox 4, a distinction is made between a lower gear range L with the gears 1 to 9 and an upper gear range H with the gears 10 to 18. The non-loadable Gangwechsei are each marked by a thicker line. It can be seen from the table that the gear changes "2.Gg - 3.Gg", "5.Gg - 6Gg", "7.Gg - 8.Gg", .11Gg - 12.Gg "," 14 .Gg - 15.Gg "and 16.Gg - 17.Gg" in the case of upheavals and train downshifts are power-assisted. The 17th gear is the direct gear (DD). The 18th gear is designed as an overdrive (OD).

In the following, the method for carrying out a traction-assisted gear change in the described transmission 1 Beispie! one Pull upshift explained in the direct gear. The torque flow in the original gear, the torque flow during the overlap under load and the torque flow in the pull signal are highlighted in dotted lines in FIGS. 3a to 3c.

First, the transmission is in 16th gear. As can be seen in FIG. 3a, the starting clutch 11 is open and yet bridged in terms of drive efficiency. The drive runs with the synchronous clutch SO closed via the first input constant KO. The output runs when the synchronous clutch S1 is closed via the third input constant K2 and further directly to the output shaft 8.

In the shift from the 16th gear to the 17th gear or direct gear, the power-shift clutch 12 or synchronizer clutch SO of the upstream input constant KO and the switching device 15 or synchronous clutch S1 between the second input constant K1 and the third input constant K2 is opened while overlapping the starting clutch 11 in the slip in the closing direction until the achievement of rotational speed equality between the transmission output shaft 8 and drive shaft 5 (engine speed) is controlled and then completely closed. The torque flow thus branches temporarily over both gears as shown in Fig. 3b, wherein the torque decreases in time over the 16th gear and increases over the 17th gear. The transmission input shaft 6 and the transmission main shaft 7 are connected to each other during this gear change via the associated switching device 16 or synchronous clutch S2. The switching device 17 or synchronous clutch S3 to the circuit of the 1st gear and the reverse gear of the main transmission 3 remains unchanged in Neutraisteiiung. Furthermore, the transmission main shaft 7 is operatively connected to the transmission output shaft 8, wherein the ring gear 42 and the planet carrier 44 of Berβichsgetriebes 4 are locked together so that the range gear 4 rotates at the speed of the transmission main shaft 7, that is set in an upper gear range. Fig. 3c shows the torque flow in the direct gear, so 17.Gang. The drive is via the fully engaged starting clutch 11 and the closed Synchronkuppiung S2 directly to the transmission main shaft 7, and via the means of the synchronizer clutch S4 splinted area gear 4 to the transmission output shaft eighth

4 shows a further Vorgeiegeweilengtriebe 1 'with a coupling device 9'. Instead of the synchronous clutch SO formed Lastschaltkuppiung 12 designed as a friction clutch C2 Lastschattkupplung 12 'is provided in this embodiment. The power-shift clutch 12 ^* forms, with the starting clutch 11, a double clutch with a common input part 10 'or with two integrally connected input stiffeners. An output part 46 of the loadshift clutch 12 'is connected via a hollow shaft 47 to a loose wheel 21' of the first input constant KO. The rest of the construction corresponds to the structure of the transmission 1 explained above.

Finally, FIG. 5 shows an associated gear scheme similar to that of FIG. 3, wherein the gearshifts which are not load-switchable are in turn each marked by a thicker drawn line. It is noticeable that several three-way combinations of lastschaitbaren courses by each one not load schaitbaren Gangwechse! are separated from each other. Traction-assisted gear changes in this transmission 1 'can be carried out analogously to the example described for the transmission 1 gear change. Reference numerals, 1 'countershaft transmission, 2' transmission section, Splittgetriebe Transmission group, main transmission Transmission group, range gearbox Drive shaft gearbox input transmission main shaft Transmission output shaft, 9 'Kuppiungseinrichtung 0, 10' clutch input part 1 starting clutch 2 power shift clutch, synchronizer clutch SO2 'power shift clutch, friction clutch C23 shift element switching element switching device, synchronizer clutch S1 switching device, Synchronous clutch S2 Shifting device, synchronous clutch S3 Shaft device, synchronous clutch S4 Countershaft Vorgeiegeweile, 21 'Idlerrad Festrad Festrad Idlerrad Festrad Festrad Losrad Festrad 29 Fθstrad

30 idler gear

31 road bike

32 fixed wheel

33 idler gear

34 fixed wheel

35 feet

36 idler gear

37 feet

38 fixed wheel

39 intermediate wheel

40 intermediate wheel

41 sun wheel

42 ring gear

43 Pianeta wheel set

44 planet carrier

45 hollow shaft

46 Powershift output!

47 hollow shaft

48 starting clutch output part

1.Gg main gearbox forward gear

2.Gg main gearbox forward gear

3.Gg main gearbox forward gear

R.Gg main gear reverse gear

C1 friction clutch

C2 ReibkuDDlunα

GPL / GPS planetary gear

KO First Spitter Gear Input Constant

K1 Second sputter gear input constant

K2 Third splitter gear input constant S0 synchronous coupling

S1 synchronous coupling

S2 synchronous coupling

S3 synchronous coupling

S4 synchronous coupling

Claims

claims

1. Automated multi-group transmission of a motor vehicle, with at least two in a drive train in the power flow successively arranged transmission groups (2, 2 ', 3), with a coupling device (9, 9') having at least one starting clutch (11) via which a connection between a drive shaft (5) of a drive motor and a, a first transmission group (2, 2 ') associated Getriebeeingangsweile (6) can be produced, with a switching device (16), Mitteis a connection between the transmission input shaft (6) and a , a second transmission group (3) associated overall triθbehauptwθHβ (7) can be produced, wherein the Getriebehauptwβile (7) as a Getri ^β is formed beabtriebsweile or at least with a transmission output shaft (8) is operatively connected, and with means to carry out on the traction-assisted gear change are characterized in that the first gear group (2, 2 ') as a splitter gear with at least three Elng Angskonstant (KO, KI, K2) is formed, wherein a first, motor-side input constant (KO) by means of a starting clutch (11) bridging the power shift clutch (12, 12 ') is switchable.

2. Mehrgruppengβtriebe according to claim 1, characterized in that the power shift clutch (12) is designed as a Synchπonkupplung (SO).

3. multi-group transmission according to claim 2, characterized in that the synchronizer clutch (SO) has a first Schalte9βment (14), which via a hollow shaft (45) through which the transmission input shaft (6) is passed, with a drive with the drive (5) connected input part (10) of the coupling device (9), and that the synchronizer clutch (SO) has a second, with the first Schaltβlemβnt (14) cooperating switching element (13) which is connected to a hollow on the shaft (45) rotatably mounted idler gear (21) of the first input constant (KO) is connected.

4. Multi-group transmission according to claim 1, characterized in that the load shaft coupling (12 ') is designed as a friction clutch (C2).

5. Multi-group transmission according to one of claims 1 to 4, characterized in that the power-shift clutch (12) between the first input constant (KO) and a second Eingangskonstantβ (K1) is arranged.

6. Multi-group transmission according to one of claims 1 to 4, characterized in that the power shift clutch (12 ') of the first input constant (KO) is upstream.

7. multi-group transmission according to one of claims 1 to 6, characterized in that the Lastschaltkuppiung (12 ') and the starting clutch (11) ais friction clutches (C1, C2) are formed having a double clutch with a common to the drive shaft (5) Formstesteii (10 ') form, wherein an output part (48) of the starting clutch (11) with the transmission input shaft (6) is connected, and an output part (46) of the load-lock clutch (12') with a on the transmission input shaft (6) rotatably mounted idler gear (21 ') of the first input constant (KO) is connected.

8. Multi-group transmission according to one of claims 1 to 7, characterized in that for switching at least the second and a third Elngangskonstante (K1, K2) of the splitter transmission (2, 2 ') and the translations of the proposed further Gβtriβbegruppen (3, 4) synchronizer clutches (S1, S2, S3, S4) are provided.

9. multi-group transmission according to one of claims 1 to 8, characterized in that three Getriβbegruppβn (2, 2 ", 3, 4) in the power flow one behind the other are arranged, wherein the first gear group (2, 2 '} as an at least three-speed splitter gear, the second gear group (3) as a multi-speed main gear, and the third gear group (4) is formed as a two-speed range transmission.

10. Multi-group transmission according to claim 9, characterized in that the Spiittergetriebe (2, 2 ') and the main gear (3) are formed in a Vorgelegebau way, and that the downstream range gear (4) is formed in a Pianetenbauweise.

11. A method for operating an automated multi-group transmission of a motor vehicle, comprising at least two in a drive train in the power flow successively arranged transmission groups (2, 2 ', 3), with a coupling device (9, 9'), the at least one start-up clutch (11) , via which a connection between a drive shaft (5) of a drive motor and a, a first transmission group <2, 2 ') associated, Getriebeeingangsweile (6) can be produced, with a switching device (16) via which a connection between the transmission input shaft ( 6) and one of a second transmission group (3) associated, Getriebehauptwelie (7) can be produced, wherein the main shaft gear (7) is designed as a transmission output shaft or at least with a Getriebeabtriebswelie (8) is connected, and with means over which traction-assisted Gaπgwechsel are feasible, characterized in that at a traction-assisted gear change, depending on Zugho ch or Zugrückschaltung, the starting clutch (11) is closed or opened, while oppositely overlapping a the starting clutch (11) bridging power shift clutch (12, 12 '), via an engine-side input constant (KO) of the first transmission group (2, 2 ¹ ) is switched, opened or closed.

12. The method according to claim 11, characterized in that for carrying out a traction assisted Gangwechseis in a transmission comprising a three-speed splitter gearbox (2, 2 '), a three-speed main gearbox (3) and a two-speed range gearbox (4),

- The Lastschaitkuppiung (12, 12 ') for switching the first input constant (KO) between an open position and a closing pitch changes,

- the starting clutch (11) slips between an open division and a closed position,

- switching means (15) for switching a second and a third input constant (K1, K2) between a Schaitsteliung and a Nβut- raisteliung,

- the switching device (16) for establishing a connection of the transmission input shaft (6) with the transmission main case (7) remains in unchanged switching position,

- A switching device (17) for switching a 1, Ganges and a reverse gear of the main transmission (3) remains in the same position, and

- A switching device (18) for range switching of Sereichsgetήebes (4) remains unchanged in switching position.

13. The method of claim 11 or 12, characterized in that for switching a direct gear, the Getriebeeingangswelie (6) and the transmission main shaft (7) via the associated switching device (16) directly and via the starting clutch (11) with the drive shaft (5) Drive motor to be connected.

14. The method according to claim 11 or 12, characterized in that for switching the non-forward forward gears in each case a KraftfEussverbindung between the drive shaft (5) and the transmission main shaft (7) is produced, which extends over at least one countershaft (19, 20)